Remote controlled brake



June 11, 1935. c. c. FARMER ET AL REMOTE CONTROLLED BRAKE Filed Nov. 3, 1933 2 Sheets-Sheet l s m m w CLYDE G. F'ARMER RAY MOND E. MlL LER A TTORN E Y.

wires extending throughout the UN ITE REMOTE CONTROLLED BRAKE Clyde 0. Farmer, Pittsburgh, and Raymond Ea Miller, Wilkinsburg, inghouse Air Brake lPa.,'ass ignors to The Westo pany,

a corporation of Pennsylvania Application November 3, 1933, Se rial No. 696,476

6 Claims. (01. toe- 20) This invention relates to train brakes and more particularly to means for varying the pressure of fluid in the brake on a train.

In atrain equipped with the usual fluid pressure apparatus, the brakes are adapted to be applied when the engineers brake valve device is operated to reduce the pressure of the fluid in the'brake pipe and are adapted to be released after an application when the brake valve device is operated to supply fluid under pressure to the brake pipe.

It is evident that a reduction in brake pipe pressure and an increase in brake pipe pressure are effective first at the front end of the train and then become efiective toward the rear end of the train, thereby causing the brakes to be applied serially and released serially. l,

Due to this serial action of the brakes, when effecting an application the train slack will run in toward the front end of the train, and when effecting a release after an application, the'train slack will run out toward the rear end. This is not objectionable onchange in slack conditions relatively short trains, but on long trains it may cause severe and damaging shocks, and may even cause a break-in-two when the slack runs out.

In order to reduce the above mentioned slack action, it has heretofore been proposed, in the pending application for United States Letters Patent, of Raymond E. Millerand Thomas W.-

Masterman, filed April 16, 1932, Serial No. 605,628, to provide an electrically controlled equipment on one or more control cars in the train remote from. the locomotive and operative simultaneously with the device on the trol cars, the function of the brake valve device, which in effect divides the train into sections of such length that the slack action is greatly reduced. Said equipment also includes electroengineers brake valve responsive means on the locomotive and control cars operative upon deenergization to locally initiate a sudden reduction in brake pipe pressure. This equipment requires the use of five length of the train.

The principal object of the invention disclosed herein is to provide an equipment of the above mentioned character on a locomotive and on a single control car which employs only two wires extending throughout the length of the train.

In order to accomplish this object, means are provided on the locomotive for supplying to the train wires alternating current which is periodipipe for controlling the brakes serially from car to car.

locomotive to duplicate, on the con-" initiate the application'and release of the brakes and tolo'callyhold'the brakes applied, and also to control the circuit to the aforementioned electro-responsive means for locally initiating, a sudden reduction in brake pipepressura Other objects and advantages will appear-in the following more detailed description'of the invention. Y

In the accompanying drawings; Fig. l .is a. diagrammatic iew, mainlyin section, of a locomotive brake equipment of a type responsive to changes in traflic conditions and embodying our invention; Fig. 2 is a diagrammaticview of a remotebrake controlling unit such as is proposed to be employed on the caboose at the rear end of the train; Fig. 3 is a view of the switch portion ofthe brake valve device takenjon the line 33 ofFig. 1; Fig. 4 is a development view of the brake valve-device andswitchshown in Fig. 1 and-illustrating diagrammatically the various communications established and electrical contact s made in the various'positions of the brake valve device; and Fig.5 is -an enlarged detail elevational view, partly in section, of a combined double-heading cock and switch :device for'the locomotive equipment;

As shown inFig. 1, the locomotive brake equipment comprises abrake valve device 11, an emer-' gency magnet device 2, a brake pipe vent valve device 3,; a vent valve device 4, an emergency switch device 5, a quick acting valve device'fi, a switch device I, train control means 8 governed automatically by trafiio conditions, coding devices 9,10 and II, a source of direct current, such as a storage battery'unit l2, a source of alternating current, such as a, vibratingreed al-s ternator l3, a transformer I l, acombined cut-out cock and switch device l5, 'anda fluidpressure brake equipment which, for the purpose of illustration, may be of any type, such for instance as the usual type employed on cars in a train and comprising a triple valve device IS, an auxiliary reservoir l1 and abrake cylinder U8. The equipment also includes twotrain wires H52 and l53fwhich extend throughout the length of the train.

The brake valve device I comprises a casing having a chamber) containing a, rotary valve 20 adapted to be turned to various brake controlling positions by means of a handle 2! operatively connected to said rotaryf'valve by means of a shaft 22. The shaft 22 extends into a chamber 23 and secured to said shaftv'in said chamber is an insulating sleeve or drum24 which is provided with a plurality of contacts 25, 28, 2'5, 28, 29, 39, SI and 32. Said contacts move with the drum 24 and are at various times adapted to engage respective contactfingers 33, 34, 35, 36, 31,

38, 39 and 49, according to the position which the.

brake valve device may occupy. The contact fingers 33 through48 are carried in the casing wall,

said fingers being properly insulated from the.

casing and from each other in any suitable manner, such as by means of insulating bushings 4I.

As shown in Fig. 3, the contacts are preferably molded in the drum 24, the contacts 25', 12B and 2'I being connected together by means of a bridge.

42 within the drum, while the contacts 28 through 32 are connected together by means of a bridge 43 within the drum 24. Y r j Preferably associated with. the brake valve device is a brake application valve device comprising a piston 44, having at one side a chamber 145 and at the opposite side a valve chamber '46 containing 'a slide valve adapted to be operated" by said piston. A spring 48 is provided in chamber- 45 for urging the piston'44 and slide valve 41 to their normal position, as shown in the drawings. The brake application valve" deviceis adapted at one time to control an equalizing discharge valve mechanism comprising a piston 48 and a brake pipe discharge valve 49 adapted to be operated by saidpiston. The equalizing piston has at one side a chamber 50 connected through passage and pipe 5I to an equalizing reservoir 52 and'at the opposite side a chamber 53 connected through passage and pipe 54; to the combined double-heading cock and switch device l5.

A brake pipe cut-off valve device is also adapted to be controlled by the brake application valve device,.said cut-01f valve device comprising a valve 55 and a piston'5l connectedto said valve by means'of a stem. 58 and adapted to movesaid,

valve into engagement'with a seatrib 59, The valve 56 is contained-'infachamber- 60 which is open to a chamber 6| at one side of piston 51 when the valve 56 isnot engaging seat rib 59.

The piston 5l'has at the opposite side a chamber 62 containing-a-spring -63 acting on said piston for urging said piston and the valve 56 to the position shown in the drawings.

A brake pipe vent valve is provided-in the brake valve device and comprises azvent valve 64 contained in a chamber 65 commur'ii'cating through passage. and pipe 54 with the combined doubleheading cock and switch device I5, and a piston 65 for unseating said vent valve. A spring 61 is provided for seating said vent valve.

The brake application valve device is adapted to be controlled either by the emergency magnet device 2 and vent valve device 4 or by the traific controlled means 8.- i

.The emergency magnet device 2 co m'prises a magnet 88 and a pair of oppositely seating valves 69 and I9. Energization of magnet 58 is adapted to seat valve 69 and unseat valve 10. A spring H is provided to seat valve 19 and unseat valve 89 upon deenergization of the magnet'88.,. The

'magnet is so designed asto be slow acting, that there is a time interval between the opening i of thecircuitthrough said magnet and the operation of the valves 69 and T0 controlled by said magnet. V 1 a The ventvalve "device 4 'comprisesa vent valve :72, a piston 73 for unseating said vent valve and a s ring 14 for seating said vent valve. in The vent valve 12 is contained in a chamber I5 which is connected to the application valve piston chamber 45 through the medium of a pipe and passage l6 and a passage 388. The vent valve piston I3 has at one side a chamber l! open to the atmosphere through a passage 78 and at the other side a chamber 19 connected tdtheemergency magnet device 2 by means of apipe 89. i

The vent valve device 3 comprises a vent valve 8| contained in a chamber 82, which is connected "through passage and pipe 83 to the brake pipe .55, and a piston 84 for unseating said vent valve, a spring 85 being provided in chamber 92 for urging said vent valve to its seat. The piston 84 has atone side a chamber 88 open to the atmosphere through a passage 87, and at the opposite sidea chamber 88 connected to pipe 88 leading to the emergency magnet device 2.

The switch device 1 comprises a movable contact member 89, a piston 99 and a piston stem 9| connecting said piston to said contact member and properly insulated from said contact member. The piston 98 is adapted to move said contact member so as to connect a fixed contact 93 with one or the other ofa pair-of fixed contacts 92 and 96, the piston havingat' one sidea chamber 94 connectedby pipe 95 to pipe 19 leading to vent valve chamber. inthe vent valve device 4,

and at the opposite side a vented chamber 95 containing av spring 91 for operating said piston,

ly connecting said member and piston, said piston stembeing properly'insulated from said contact member. The piston 99 has at one side a chamber I03 connected through a pipe I94 to the quick acting: valve device 6 and at the opposite side a vented chamber I95 containing a spring I05 for urging-the contact member 98 out of engagement withthe'fixed contacts I09 andIiJ l a The switch device 5 iscontrolled by the quick actingvalve .devicefi, which comprises a casing containing a'piston I81 having at one side a chamber I88 connected through passage I89 to passage; I III which leads to the pipe I04 and which also leads to the pipe vI I!) which is connected to pipe 8 3-.through a choked coupling III. At the opposite side ofpiston I8! is a valve chamber I 12 containing a slidervalve. I I3 adapted to be operated by said piston; the valve chamber I I2 being connected'througha passage M4 to a volume chamber ,I I5. formed in the casing. The quick.

acting valve device further comprises a vent valve device comprising avent valve I I6, a piston l H for unseating said vent valve and a spring H8 for seating said vent valve.

The combined double-heading cock and switch device I5 comprises a casing having a plug valve LI9 mounted therein which is'adapted to be rotated by a handle I28; This valve I I9 has a passage I2I normally establishing communication between a pipe 392 leading from the brake pipe 55 and the pipe 54 leading from the brake valve device I andis provided with switch arms I23 and I24; The armI23 carries a contact plate I25 and the'arm I24 carries a contact plate I26, there being suitable insulating material interposed between said arms and their respectiveco'ntact plates. With the device in its normal position, asshown in-Figs. 1 and 5,'the"contact plate I25 connects the terminal 390 to theterminal'SSl, and the contact plate 1 2E connects the terminal 393 to the terminal 39d.

The trafic controlled means 8 comprises a magnet l2? and a valve 128. Energization of the magnet i2? is adapted to seat valve I28. A spring IE9 is provided to unseat said valve when the magnet i2? is deenergized.

The alternator I3 is operated by current supplied by the battery unit 12 for delivering alter nating current to the primary winding l ll of the transformer M. Said generator may. comprise a magnet coil 838 surrounding a. pole piece I3! of substantially U-shape, the pole piece. being extended at one end so as to carry one end of a flexible armature 132, the other end of the armature being adapted to vibrate between the contact leg I33 of the pole piece and a contact 28'! connected by a wire H3 5 to one terminal of the coil I313, the other terminal of said coilbeing connected by a wire E35 to a wire I36 leading to a manually operated switch device I311. The core l3! is connected by a wire i38;to a wire I39 leading to the switch device i3l.

The armature E32 is normally biased away from the contact leg 133 of the pole piece l3l, in which position said armature engages the contact 28'! connected towire i3 2 and a contact I40 connected to the right hand end of the primary winding Ml of the transformer Hi. When the coil it'll is energized, the armature is disengaged from the contact 28? and engages thecontact leg I33 of the pole piece and a contact 52 connected to the left hand end of the primary winding Ml of the transformer l4.

The vibrating armature 132 is provided with an adjustable weight M3 for varying the period of oscillation of said armature. In the present instance, the weight is preferably adjusted to cause the armature to vibrate at a frequency of one hundred oscillations per second, sothat the alternating current delivered to the primary winding M! of the transformer as will have a frequency of 100 cycles per second.

For the purpose of reducing the severity of the are caused when the electric circuit is opened at the contact 287, a condenser 4 1 is connected in a shunt circuit around said contact, one terminal of said condenser being connected to the pole piece EM and the other terminal being connected to the wire lS l.

One end of the secondary winding M5 of the transformer i4 is connected by a wire 282 to the contact finger 33 in the brake valve device I, while the other end of said winding is connected byv a wire M5 to the contacts t llin the coding devices 9, ill and H, which will now be described.

Alternating current induced in the secondary winding 545 of the transformer i l on the locomotive is periodically interrupted, or coded, by the coding devices 9, iii and l l and then supplied to the brake valve device i for transmission through the train wires 552 and. IE3. Said devices may be of the type disclosed in Patent No. 1,913,826 of Herman G. Blosser, issued June 13, 1933, comprising an oscillating contact 2 38 connected, respectively, by the wires M9, E58 and Hal to the contact fingers St, 353 and 30 in the brake vaive device i. The coding devices areop- J erated by current supplied from thebattery unit l2 and when so operated, the oscillating contacts M8 open and close the circuits from the contacts Ml to the respective wires hi9, Hill and EM.

The coding devices are timed, in the manner disclosed in the aforementioned pending application, so that they contacts Mil oscillate at a constant predetermined frequency, and each at a diilerent frequency. Forinstance, the period of oscillation of the contact M8 in the coding device 9 may. be adjusted so-thatthe alternating stood, of course, that ouninvention is in no manner limited to the-"above mentionedfrequencies, but that these frequencies are specified byway of illustration only.

The triple valve device it is adapted to operate in accordance with variations in pressure inthe brake pipe 55 for controlling the supply of fluid under pressure from the brake. pipe 55-50 the auxiliary reservoir ll, the supply of fluid under pressure from the auxiliaryreservoir ll to the brake cylinder is and the release of fluid under pressure from the brake. cylinder, in the usual well known manner. As the construction and operation of thesev parts of the brake equipment are so well known, it isdeemedunnecessary to provide further description or" the structure or function in thespecification:

The remote brake controlling unit shown in Fig. 2 comprises a service applicationand release valve device liifd a service application and release magnet ,valve device 586 for controlling the operation ofthedevice i85, a lap magnet valve device i541 for controllingthe degree 'of brake application,- anemergency magnet valve device 55, a relay device I55 for controlling the operation of contacts lfil and 588 which, in turn, control, respectively, the circuits to the emergency magnet valve devicesz and its on the locomotive and remote control units, respectively, and'to the magnet valve device 886, 'a relay device l5! for controlling the operation of contacts I89 and. i90 which, in turn, control the circuits to said emergency magnet valve devices and to the magnet valve device 553, respectively, and a relay device I58 for controlling theoperation of a contact lfil which controls the circuit to 1 said emergency magnet valve devices. I e

As shown in Fig. 2, the remotebrake controlling unit further includes electrical apparatus and circuits for selectively controlling the operation of the relays according to the frequency of the impulses inthe alternating current supplied to the train wires I52 and E53 by the coding devices 9, iii and ii on the. locomotive, which apparatus and circuits may be of the same general character as those disclosed in Paul N. Bossarts Patent No. 1,773, !72, issued August 19, 1930, with the exception that the master relay is operated by alternating current instead of being responsive to therelative polarity of the current supplied thereto. Said apparatuscomprises a transformer H59 having its primary winding lBli connected across the train wires 152 and N53 for energizing a relay device ifil through the trans former secondary winding Hi2 and causing said relay to operate at a frequency. which corresponds to the frequency of. the impulses in the current supplied to the, train wires. 1

Associated with the master relay device lfil is a transformer itshaving a primary winding I64 and a secondary winding I65. A suitable source .of energy, such as a battery I66, is adapted to supply direct current to the primary wind ing I64, the direction of fiow through said winding, being periodically reversed and reestablished in original direction, through the operation of the relay device I6I, at the same frequency as the periodic interruptions in the current caused bythe operation of said device, which, as hereinbeiore mentioned, operatesv at a frequency which corresponds with. the frequency of the interruptions in the current supplied to the train wires I52 and I53.

A manually operated switch device 313 is connected in the circuit tviththe battery I66 and the relay device I6I.

A plurality of circuits is connected in parallel across the secondary winding I65 of the trans former I63, each circuit comprising a condenser and a reactor by means of which the respective circuits are tuned to the frequencies, respectively, of the alternating current induced insaid winding through the operation of the relay device I 6i. For instance, the'circuit which .comprisesthe condenser 2I6 and the reactor I66 is tuned to resonance at a frequency of three cyclesper second, which corresponds with the frequency with which the coding device 9 on the locomotive operates. The relay I56 is connected across a portion of the reactor I66 through a rectifier I61 and is adapted to be energized for operating the contacts I81 and I88 when the cir-' cuit through the condenser 2I6 and the reactor I66 is resonant. r

The circuit through the condenser I68 and the I reactor I69 is tuned to resonance at a frequency of two. cycles per second, which corresponds with,

the frequency with which the coding device I on the locomotive operates. The relay I51 is connected across a portion of the reactor I69 through a rectifier I16 and is adapted to be energized for operating the contacts I89 and I90 when the circuit through the condenser -I 68 and the reactor I69 is resonant. 1

In a similar mannenthe circuit which includes the condenser HI and the reactor I12 is tuned to resonance at four-thirds cycle per second, or the same frequencyas that with which the coding device II on the locomotive operates. The

; relay I58 is connected, through a rectifier 113,

with a portion of the reactor" I12 and is adapted to be energized for operating .the contact I9I- when the circuit through said condenser andreactor is resonant. T

The remote brake controlling unit may also include, in addition to the equipment above listed, an emergency switch device I14, a brake pipe vent valve device I15, a quick acting valve device I16, a triple valve device I11by' means of which the application and release-of the brakes may be effected in the usual manner, an auxiliary reservoir I18, and a brake cylinder I19.

' For charging the battery I66, a rectifier I80 which williappear from the description hereinaften The service application and release. valve de-' vice I85 comprises a piston I92 having a chamber I93 at one side connected through a passage and pipe 200 to the magnet valve device I86, and a valve chamber I94 at the opposite side containing a slide valve I95 adapted to be operated by said piston. A spring I96 is provided in piston chamber I93 and acts on the piston I92 for urging said piston and slide valve I95'to their release positions shown in the drawings. This device also .containsthe usual equalizing discharge valve mechanism comprising an equalizing piston I91 and a brake pipe discharge "valve I96 adapted to be operated by said piston. The equalizing piston I91 has at one side a chamber I99 connected through passage and pipe 26I to an equalizing reservoir 202 and at the opposite side a chamber 203 connected through passage 204 and pipe 205 to'the brake pipe 55.

' The service application and release magnet valve device I86 comprises a magnet 266, a pair of oppositely seating valves 201 and B and a spring 209 acting on the valve 208. Energization of the magnet 206 is adapted toseat valve 201 and to unseat valve 268, while upon deenergization of saidmagnet, spring 269 is adapted magnet 2I0, a valve 2II adapted to be seated upon energization of said magnet, and a spring 2I2 for'unseating said valve when the magnet 2I0'is deenergized.

The emergency magnet prises amagnet 2I3, a'pair of oppositely seating valves 2I4 and 353; Energization of magnet H3 is adapted to seat valve 353 and to unseat valve 2I4. A spring 2I5 is provided to seat valve 2M and to unseat valve 353 upon deenergization of the magnet 2I3.- The magnet 2I3is of the slow acting type, that is, it is so designed that there is a time interval between the opening of thecircuit through said magnet and the operation of the 'valves 2 I4 and 353' controlled by said magnet. V A I i The emergency switch device I14 comprises a movable contact 2 I1, a piston 2I8 for moving said contact into engagement with two fixed contacts 2| 9 and 220, a stem 2 2I voperatively connecting piston 2I8 to contact 2H and properly insulated from said contact, and a spring 222 acting on the piston 2I8 for urging the" contact 2I1 out of engagement with contacts M9 and 220. The piston 2I8 has at one side, a vented chamber 223 containing the spring 222, and atthe opposite side a chamber 226 connected by means of a pipe 225 to the quick acting valve device I16.

The quick acting valve device I16 comprises a casing containing. a piston 226 having at one side a chamber 221 connected to a passage 228 and having at the opposite side a valve chamber 362 connected through a passage 229 to a volume reservoir 230 and containing a slide valve 23I adapted to be operated by said piston. The valve device I16 further comprises a vent valve mechanism consisting of a vent valve 232, a piston 233 for unseating said vent valve and a spring 239 for urging said vent valve to its seat.

The vent valve device I15 comprises a vent valve 235 contained in a chamber 236, and a piston 231 for unseating said vent valve, a spring 238 being provided in chamber 236 for urging said vent valve to its seat. The piston 231 has at one side a chamber239 connected to the atmosphere valve device I comthrough a passage 249 and at the opposite side a chamber 2M connected to the emergencymagnet valve device I55 by means of a pipe 242.

-In operation, fluid under pressure is supplied to a main reservoir 253 on the locomotive and flows from said main reservoir through pipe 2M and passage 2 25 to the rotary valve chamber I 9 in the brake valve device I and from passage 245 through'passage 2 to the valve chamber in the brake application valve device.

Fluid from the main reservoir pipe 294 is also supplied to a feed valve device 241 which may be of the usual construction and operative to reduce the pressure of fluid carried in the main reservoir to the pressure desired to be carried in the brake pipe 55. Said feed valve device operates to supply fluid at the reduced pressure to pipe and passage 258 leading to the seat of the rotary valve 25.

Fluid at main reservoir pressure supplied to valve chamber 15 in the brake application valve device flows through a port 249 in piston 34 to chamber 35 and from thence through passage 368 into pipe 715, from whence it flows into pipe 250 leading to the trafiic controlled magnet device 8.

Assuming the traific controlled magnet I21 to be energized, the magnet controlled valve I23 is, as a result, seated, thereby closing off communication from pipe 250 past said valve and through the passage 25! to. the atmosphere. -With said valve thus seated, fluid supplied through port 2 59 in the brake application valve piston 44 builds up a pressure in chamber 45 and in pipe I6 equal to the pressure in the brake application valve chambar 46, which permits spring 68 to hold the piston 4 and valve 5? in the normal position shown in the drawings.

Fluid under pressure supplied to pipe '56 flows to chamber 75 in the vent valve device 4 and from pipe I5 through pipe 95- to chamber 94 in the switch device 1. Fluid thus supplied tochamber 94 moves the piston 90 and contact 59 to their normal position shown in the drawings, in which position contact 89 connects contacts 92 and 93.

Assuming the brake valve device I to be in running position, fluid at feed valve pressure flows from passage 248 through port 252 in the" rotary valve 29 to passage 253 and from thence through cavity 254 in the brake application slide valve ll and passage iii to the equalizing discharge valve piston chamber 55 and to the equalizing reservoir 52.

Fluid at feed valve pressure also flows from port 252 in rotary valve 2!! through port 255 and passages 256 and 251 to the cut-off valve chamber 69 and to the seat of the brake application slide valve 45?. From passage 251 fluid flows through a cavity 258 in said slide valve to passage 259 and from thence to the cut-off valve piston chamber 62, thereby equalizing the opposing fluid pressures acting on the cut-off valve 55 and cut-off valve piston 51, whereupon spring 53 moves said piston and valve to the position shown in the drawings, in which position fluid at feed Valve pressure is permitted to flow from the cut-off valve chamber 65 to chamber GI and from thence through pas sage 59 to the equalizing discharge valve piston chamber 53, and to the brake pipe vent valve chamber 55. Assuming that the combined double-heading cock and switch device I5 is in its normal position, that is, in position for single locomotive operation, fluid under pressure supplied to passage 54 flows through pipe 54, the device I5 and pipe 352 to the brake pipe 55. Thus, said chambers and the brake pipe are charged to J the pressure supplied by the feed valve device.

since the equalizing piston chamber is also charged with fluid at feed valve pressure, the opposing pressures acting on-tlie piston 48 are substantially equal and 'said piston maintains the brake pipe discharge valve 49 seated in the usual well knownmanner.

With the brake valve device I in running position, a reduction limiting reservoir 25 9 isvented' to the atmospherethrough a pipe and passage -26I, passage 262, cavi-ty'263 in the-rotary valve 20 and atmospheric passage 259.

Fluid under pressure supplied to the brake pipe 55 flows through pipes 83 and I22 to the spring chamber 265 in the emergency magnet valve device 2. From pipe 83, fluid also flows through passage 83 in the vent valve device'3 to chamber 82. I

Fluid under pressure supplied to pipe 83 flows through the choked coupling III, pipe and passage'I III in the quick acting-valve device 6, and pipe I94 to the piston chamber I93 of the emergency switch device 5. From passage II9 fluid flows through passage I99 to vent valve chamber 266 an'd piston chamber IIJ8in said quick acting valve'device. With the "piston I 01 in the normal position, shown in the drawings, fluid flows from chamber I08 through passage 25?, past check valve 258 and through passage 259 to valve chamber H2 and from thence through passage I It to the volume chamber II5,,thereby charging valve chamber H2 and volume chamber II5 to brake pipe pressure.

With the vent valve piston I9lin the normal position shown in the drawings, passage 279 leading to the vent valve piston chamber ZII is lapped by the slide valve H3, and chamber 2'II being vented through a port 212 in piston III to a chamber 213 which is open to the atmosphere through a passage 274, permits spring M8 to maintain the vent valve I I6 seated,

When the pressure in piston chamber I93 of the switch device 5 is built up to a predetermined degree, the opposingpressure of spring I55 is overcome and said piston operates to move contact 98into engagement with, contactsfItil and NH.

With the remote unit shown in Fig. 2 located at the rear end of the train, saidunit operates to supply' fluid under pressure to the brake pipe 55 at the rearend of the train at the same time as the locomotive apparatus operates to supply fluid under pressure to the brake pipe'55 at the front end, in a manner which will now be described.

Withthe contacts 92 and 93 connected by the contact 39, as hereinbefore explained, and with the brake valve device I in running or release positions, the coding device 9 is connected in a circuit with the train wires I52 and I53, which circuit comprises'the oscillating contact. I98 in said coding device, wire I 49, contactfinger 38 in the brake valve device, contact 39, bridge 43, contact 29, contact finger 31, Wire 239, contacts 92, 89 and 93 in the switch device I, wire. 28I, terminal 399,

contact plate I25 in the combined double-heading cock and switch device I5, terminal SM and wire 395, which is connected to the train wire I 52, and which circuit also comprises the stationary contact I4! in the coding device 9, wire M5, the secondary winding I 35 of thetransformer I 4, wire 282, contact finger 34 in the brake Valve device, contact 25, bridge 42, contact 21, contact finger 35, wire 283, terminal 393, contactplate I26 in the combined cut-out cock and'switchdevice I5, terminal 394, and wire 396, which is connected to the train wire I53. Q

.thus continually repeated.

The switch device I31; on the-locomotive and the switchdevice 313 on the remote control unit 1 nal of the battery unit I2, with the wireI36'.

The armature I32 of the-alternator I3 being in the normal position shown-in'the drawings, a circuit is completed from the wire I36 to the wire I39 through said alternator by way of wire I35, magnet coil I30, wire I34, contact 281, armature I32, pole piece ;I3I and wire I38. --The alternator is thus energized and the armature is flexed leftwardlyinto engagement-with the contacts I33 and I42. A'circuitthroughthe left hand end of the primary winding I4I of the transformer I4 is then momentarily established from wire I36through wire 289, left end of winding I4I, wire 289, contact I42, armature I32, contact I33, and wireI38 to the wire I39. vThus an electrical impulse is induced in thesecondary winding I45 of the transformer I4.

The instant that the armature I3Z-separates from contact 281, the circuit through the coil I30 is interruptedand after the armature has made contact with the contact I33, the tension of said armature returns the armature into engagement with contacts 281 and I40, which reestablishes the circuit through the coil I30, and the operation is When the armature I32 engages the contacts 28'I and. I40, a circuit through the right hand end of the primary winding I4I of the transform er I4 is momentarily established from the wire I36 through wire 288, the right hand end of transformer winding I4I, wire 290, contact I40, armature I32, pole piece l3I and wire I38 to wire I39. Thus, the current in the primary winding I lI of the transformer I4 is periodically reversed.-

and reestablished in originaldirection at a frequency of one hundred cycles per second. -;As-a; result of this periodic current in said primary winding, alternatingfcurrent of a corresponding frequency, or one hundred cycles per second, is induced in the secondary winding I45 of the transformer. I4. t With the switch device I31 in the closed posi-' tion, battery current is supplied from thewwires I36 and I39 tothe coding device 9 t hrough the wires MI and 292, to the coding device I through the wires 293 and 29 4, and tothe coding-device I I through thewires 295 and 296. Said coding devices are thereby energized and-the contacts I48 caused to oscillate in the manner described in the aforementioned Patent No. 1,913,826 0f Herman G. Blosser. V w. 1:' The circuit from the contacts; I41 and-I48 of the coding device 9 to the trainwires-I52land 1 I53 being closed by the brakevalve device -I, the switch device 1, and the combineddoubleheading cock and switch device 1 I 5,- in'the manner previously described, the oscillationof the contactI46 intoand out of engagement with the contact I41 will cause the current supplied toithe train wires from the secondary winding I45 of the transformer I4 to be periodicallyinterrupted, or

coded, at the frequency at which the contact I48. In the present instance, the coding oscillates. device operates'to code the current supplied to the train wires at three impulses per second.

Current thus supplied to the train wires I52 and I53 flows through the wires I8I and I 82 to the primary winding I60. of the transformer I59 on' the remote controlling unit shownin Fig.2. The" current thereby, induced in the secondary winding- I62 of said transformer flows'through wires 291 and 298 to themaster relay device I6I, causing said device to be-alternately energized and deenergized at the frequency of the current inpulses supplied to the primary winding I60.

When the master relay device I6I is energized,

the contact 299 is moved into engagement with the contact 390 against the tension of a spring 30I. With the switch device 313 closed, a circuit through the right hand end of the primary winding-I64 ofthe transformer I63 is then momentarily established from one terminal of the battery I66 through wire 302, contacts 299 and 300, wire 303, primary winding I64, wire 304 and switch device 313to the other terminal of the battery I66. Thus an electrical impulse is induced in the secondary winding I65 of the transformer When the master relay device I6I is deenergized, the ,spring 30I immediately moves the contact-299 out of engagement with contact 300 into engagement with the'contact 305. A circuit through the left hand end of the primary winding I64 of the transformer I63 is then momentarily established, from one terminal of the battery I66 through wire 302, contacts 299 and 305, wire 306, primary winding I64, wire 304 and the switch device 313 to the other terminalof the battery I66, and current ismomentarily induced in the secondary winding I65 of the transformer I63.

As the master relay device I6I thus operates to reverse and reestablish in original direction the current flow in the primary winding I64 at a frequency of three cycles per second, alternating current having a'corresponding frequency is induced in the secondary winding I65. vThree cycle alternating current thus induced in said secondary winding is supplied to the tuned circuits which includethe relay devices I55, I51 and I58 and their associated condensers and reactors.

1 Inasmuch as the circuit through the condenser 2I6 and the, reactor I66 is tuned to resonance at a frequency of three cycles per second, the circuit'which includes the secondary winding I65 of the transformer I63, wires 301 and 398, condenser 2I6, reactor I66, and wires 309, 3I0 and 3H becomes energized by the current induced in said secondary winding. The relay device I56 is supplied :with rectified continuous current through the rectifier I61, the terminals 312 and 3I3 of which are-connected across a portion of' the reactorl66 by the wires 3M and 309 and the other terminals of which are connected by the wires 3I5-and 3I6 of the relay device I 56. The relay device I56 is thereby energized, with the result that the contacts I81 and I38 are moved to their closed positions.

It, will be understood that as the circuit which includes thecondenser I68 and the reactor I69 and the circuit which includes the condenser I1! andthefireactor I12 are tuned to resonance at a frequency of two and four-thirds cycles, respectively, the respective relays I51 and I58 are not operated when three cycle current is induced in the secondary winding I65 of the transformer I63 and'therefore the contacts I89 and I90 controlled by the relay I51'and the contact I9 I. controlledby the relay I58 remain in the open position, as shown in the drawings.

In the closed position of the contact I88, said contact engages a contact 3I1, thereby closing a circuit from the battery, I66 to the service application and release magnet valve device I86, through wire 304, the switch device 313, wire 3I8,

- contacts 323 and I90, wire contacts 3 I1 and I88, and wire 3I9 leading to'one terminal of the magnet 2ll6,the other terminal of said magnet being connected by the wire 320 to the battery I66. The resulting flow of current through said 'circuit energizes the magnet 286, causing the valve 201 to be seated and the valve 293 to be unseated.

The remote unit is provided with a main reservoir 218 and means (not shown) for supplying fluid under pressure to said main reservoir. Fluid flows from said main reservoir through the pipe 279 to aieed valvedevice 215 which operates in the usual manner to reduce the pressure in the main reservoir 2'I8 to that desired to be carried in the brake pipe 55 and supply fluid at the reduced pressure to a pipe 236.

Fluid at feed valve pressure thus supplied topipe 276 flows to chamber 271 in the magnet valve device 586 and to valve chamber I94 of the service application and release valve device I85. The valve 239 being unseated by the energization of magnet 299 permits fluid to flow from chamber 27! to chamber 32I and from thence through pipe 293 to piston chamber I93 of the valve device-I35. The opposing fluid pressures acting on piston I92 being thus equal, spring I99 maintains said piston and slide valve I95 in the release position shown in the drawings.

With the slide valve I95 in the release position, the passage 284 in the slide valve seat is open to valve chamber I94 past the end of said slide valve, so that fluid supplied by the feed valve device 2'15 to valve chamber 594 is permitted to flow to passage 239 and from thence through pipe 235 to the'brake pipe 55, thus charging said brake pipe the train.

From passage 2%, fluid flows to the equalizing discharge valve piston chamber 233- and also from the rear end of through cavity 322 to passage 29! leading to the equalizing discharge valve piston chamber I 99 and equalizing reservoir 232. The equalizing piston I9? is thus subject on both sides to feed valve pressure and operates to hold the discharge valve I93 seated in the usual well known manner.

The contact I93 being in the open position, as hereinbefore explained, the circuit from the battery 683 to the lap magnet 2H3 is open, which circuit includes said battery,'wires 33d and 3I8, 324, magnet M9 and wire 326 which is connected to Wire 3213 leading through wire 3532 to said battery. The magnet 2H3 being thus deenergized, valve 2 is maintained unseated by the spring 2I2.

With the valve 2II thus unseated, a reduction limiting reservoir 32! is connected to the atmosphere through pipe and passage 325, past the valve 2II to chamber 355 and thence through pipe 327 and passage 32? in the valve device I85, cavity 328 in slide valve I95 and the atmospheric passage 329.

Fluid supplied to the brake pipe 55 on the remote control unit, in the manner above described, flows through pipe. 333 to the vent valve chamber 236 and from pipe 333 through a choked coupling 33I to passage 228 in the quick acting valve device I73, the valve chamber 392 and volume chamber 239 of said device being charged to brake pipe pressure in the same manner as with the corresponding device 6 on the locomotive. From passage 22S fluid flows through pipe 225 to chamber 224 in the emergency switch device IM and when a predetermined pressure is obtained in said chamber, the piston H8 is operated to move the contact ZII'into engagement with contacts 2I9 and 220.

Fluid supplied to the brake pipe 55 on the remote control unit flows through pipes. 330 and MI to chamber 342 in the emergency magnet valve device I55.

When the switch device I on the locomotive operates to connect contacts I09 and I Ill "and the switch device I'M on the remote control unit operates to connect contacts 2| 9 and 229, and with the contact I 8! in the closed position, as hereinbefore mentioned, a circuit is completed from the battery unit I2 on the locomotive through the emergency magnet valve device 2 on the locomotive, the trainwires I52 and I53, and the emergency magnet valve device I35 on the remote control unit, said devices being series connected in said circuit. Said circuit may be traced as follows: the battery unit I2, wire 285, switch device I3I, wire I36, contact finger'33 in the brake valve devicel, contact '25, bridge 52, contact 21, contact finger 35, wire 283, magnet t8, wire 332, contacts Illfl, 98 and IUI of the emergency switch device 5, wire 283, terminal 393, contact plate I26 in the combined double heading cock and switch device I5, terminal 394, Wire .3963, train wire I53, wires IBI and 333 on the remote control unit, contacts 333' and I 87 of the relay device I56, wire 335, magnet 2| 3, wire 336, contacts 2I9, 2II and 220 of, the switchdevice I14, wire 337, train wire I52, wire 395.011 the locomotive, terminal 39I, contact plate I25'in the device I5, terminal 390, wire 28I, contacts 93, 89 and 92 of the switch device I, wire 269, and also from wire 28I to wire 289 through-a wire 338 shunting the switch device I, contact finger 31 in the brake valve device I, contact 29, bridge 43, contact28, contact finger 33, wire I39, switch device I37, and wire 289 leading to the battery unit I2. p

The circuit to the magnets 38 and 2i 3 "on the locomotive and remote control unit, respectively, being closed, said magnets are energized. The energization of magnet 98 causes the valve 69 to be seated and the valve I to be unseated. With the valve I9 unseate fluid supplied from the brake pipe 55 to the chamber 235, in the magnet valve device 2 flows past said valve into passage and pipe 339 to a volume reservoir 399, charging said reservoir to brake pipe pressure. In a similar manner, the energization of the magnet 2I3 on the remote control unit causes the valve 2M to be unseated, therebyopening communication from chamber 342 to a volumereservoir'343 through a pipe 3%, which permits said reservoir to be charged to brake pipe pressure.

Inasmuch as the emergency magnets 63 and 2| 3 on the locomotive and remote control unit, respectively, are 'series connected to the train wires, the integrity of the circuit which includes these magnets is indicated by a voltmeter 3 35 which may be connected across the wires 283 and 332 on the locomotive and by the pressure gages 343 and 34 1 connected to the volume reservoirs 349 and 343 on the locomotive and remote control unit, respectively. I

Now, if the engineer desires to make a gradual reduction in brake pipe pressure to efiect a service application of the brakes, he turns the brake valve device I from'running position to service position, in which position passage 253 is lapped by the rotary valve 23 to prevent further now of fluid under pressure to the brake pipe. Passage 253, which communicates through the brake, application valve device, with the equalizing dis charge valve piston chamber159 and equalizing reservoir 52, is connected through the rotary valve 29 to the atmospheric passage 254,-.50 that-fluid under pressure] is permitted to flow from said chamber and reservoir to the atmosphere and thus reduce the pressure of fluid acting insaid chamber. The higher brake pipe pressureacting in chamber 53 then shifts thepiston 58 upwardly and unsea ts the brake pipe dischargevalve149,

past which fluid underv pressure is permitted to flow from the brakepipe 55to the atmosphere by way of pipe 392, passage I2I in the combined double-heading cock and switch device I5, pipe and passage 55, dischargevalve chamber 53, past the discharge valve 99 to passage 348 :and from thence to the atmosphere through a choke plug having an orifice of the usual flow area to control the rate of reduction in brake pipe pressure.

In service position ofthe. brake valve device I, the contact 39 is moved out of engagement with the contact finger :38, thereby cutting ofi from the train wire I52 thesupply orione hundred cycle alternating current'co'ded to three impulses per second, and the contact 32 is moved into engagement with thecontact finger III]. The contact 32 being connected to the train .wire I52 through the bridge 93, contact 29, contact finger 31 and wires 285 and 28I and-the contact finger MI being connected byfwire I5I to theoscillating contact l laiof the coding device II, the circuit is complete from said coding device to the train wires, which permits one hundred cycle alternating current coded :to four-thirds,.impulses' per second to flow through the, train circuit, includ- 1 ing the primary winding I69 of the transformer I59 on the remote control unit. As a result, there is induced in the secondarywinding I52 of the transformer I59, alternatingcurrent having a frequency of one hundred cycles per secondcoded to four-thirds impulses per second, which causes the master relay device IBI tooperate at a frequency of four-thirds oscillations per second. Alternating current having a frequency of fourthirds cycles per second is thereby induced in the secondary winding I55 ofthe transformer I53.

Since the current now impressed on the tuned circuits has a frequency of four-thirds cycles per second, the circuit which includes the condenser 2I6 and the reactor I9S, being tuned to a frequency of three cycles per iseoondybecomes deenergized, and'as a result the relay I55 becomes deenergized, so that thecontacts I8! and I 88 move out of engagement with the contacts 349 and till, respectively.

Whenthe contact I88 moves out of engagement with contact 3I'I, the circuit is open from the battery I56 to the service application and release magnet 296, which circuit includes wire 3594 con nected to one terminal of saidb'attery, the switch device 313, contacts 3H and I88, wire 3I9, magnet 296 and wire 329 which is connected by wire 392 to the other terminal of said battery. The resulting deenergization ofsaid magnet permits spring 2G9 to seat valve-2ii8so as to cutofi the supply of fluid to piston chamber I93 of the serv ice application and release valve device I85. Ihe valve 291 is unseated by the seating movement of valve 298, thereby opening communication through which fluid is vented from piston chamber I93, i. e., by way of passage and pipe 209, chamber 32 I, in the magnet .valve' device I86, past valve29'i and through an atmospheric passage 359. I

Upon the venting of fluid under pressure from the pistonchambe'r I93 of'theservic'eapplication and release; valve device-I95; the pressure in chamber I94 moves the piston I92 and slide valve I95 leftwardlyto application position, in which position piston I92 engages a gasket 359.

In application position of slidevalve I95, passage 294 is lapped by said slide valve, so as to prevent further flow of fluid at feed valve pressure from valve chamber I94 to the brake pipe and at the same time fluid is vented from the equalizing discharge valve piston chamber I99 and connected equalizing reservoir 292 through passage ZEII and cavity 322 in the slide valve I95 tov a passage and pipe 321 leading to chamber 55I in the magnet valve device I54. 7 I

The magnet 2 I9 of the magnet valve device I54 remains deenergizedat this time due to the fact that the circuit to said magnet remains open at contact I90 because the circuit which controls the operation of the respective relay I5? is not energized by four-thirds cycle alternating current. The deenergization'of themagnet 2H] permits spring'2I2 to hold the valve 2 unseated, which, permits fluid vented from the equalizing discharge valve pistonchamber I99 and equalizing reservoir 292 to the chamber'35I in the magnet valve device I55 to flowpast valve 2H and from thence through passage and pipe 325 to the reduction limiting reservoir 325.

Uponreducing the pressure in the equalizing discharge valve piston chamber I99, the higher brake pipepressure in chamber 293 operatesthe piston I 91 to unseat the discharge valve I 98, which permits fluid under pressure to flow from the brake pipe 55 to the atmosphere by way of pipe 205, passage 294, equalizing piston chamber 293, past the dischargevalve I98 and through a choke passage 352.

It will be evident that since the magnet 2 I is deenergized substantially immediately upon movement of the brake valve device to service position, the service application and release valve device I85 will promptly operate to efiect a service reduction in brake pipe pressure-at the rear end of the train at substantially the same time as the service reduction in brake pipe pressure is effected at the'front end of the train by the operation of the brake valve device. Thus, the use of the remote controlunit in conjunction with the brake valve device results in ,materially reducing the time required to effect a service reduction in brake pipe pressure as compared withthe time required if the reduction in brake pipe pressure had to be effectedentirely .through the brake valve device on the locomotive. Furthermore, due to the fact that the brakes are applied from the rear ofthe train, at substantially the same time as from the front of the train, train slack'is so controlled as to prevent severe shocks.

The emergency switch devices and I'M on the locomotive and remote controlunits, respec tively, are both subject to brake pipe pressure, but these devices are so designed that a relativel y small degree of pressure will maintain them in their circuit closing position, said pressure being, for instance, twenty-five or thirty pounds,.or below that to which brake pipe pressure is reduced in effecting a full service reduction in brake pipe pressure. I v

With the brake valve device I in servicepo'si- 'tion, the battery current supply wires I39 and I 39 unit and locomotive, respectively,

application of the brakes; the circuit from the train wires I52 and I53 to the emergency magnet valve devices I 55 and 2 on the remote control is thereby opened. However, since the circuit which includes the condenser HI and the reactor I12 is tuned to resonance at a frequency of fourthirds cycles, the relay device I58 is energized, with the result that the contact I9I is moved into engagement with contact 359 and the circuit to the emergency magnets is closed again. Inasmuch as the emergency magnets 88 and 2I3 are of the slow acting type, as hereinbefore explained, they will remain energized during the brief interval between the opening of the emergency magnet circuit at the contacts I 9'! and 334 and the closing of the circuit again at the contacts HM and 354 and during this interval the valves in the respective emergency valve devices will therefore remain in the normal positions shown in the drawings.

A full service reduction in brake pipe pressure may be efiected, or the degree of reduction may be limited to any desired amount less than a full service. In either case, when the desired degree of brake pipe reduction is obtained, the brake valve device is turned from service position to lap position in which passage 253, communicating with the equalizing reservoir 52 and equalizing discharge valve piston chamber 50, is lapped by the rotary valve 20 so as to prevent further reduction in pressure in said reservoir and chamber. The brake pipe pressure acting on the opposite side of the equalizing piston 98 then continues to reduce past the unseated discharge valve 49 until said pressure is slightly below the opposing pressure in chamber 53, at which time the equalizing piston 98 operates in the usual manner to seat the discharge valve 49 and prevent further flow of fluid under pressure from the brake pipe.

In lap position of the brake valve device I, the contact 32 is moved out of engagement with finger 40, thereby cutting 01f from the train wires I52 and I53 the supply of one hundred cycle alternating current coded to four-thirds impulses per second. In lap position of the brake valve device, the movable contact 3I engages the finger 39.

The finger 39 is connected by wire I59 to the oscillating contact I98 of the coding device I0. The contact 3| is connected through bridge 43 to contact 29 which is connected to the'train wire I52 through finger 37, wire 289, contacts 92, 89 and 93 of the switch device 1, wire 23I, terminal 390, contact plate I25 of the device I5, terminal 39I and wire 395. The other train wire'I53, is connected to contactfinger 35 in the brake valve device through wire 396, terminal 399, contact plate I25 in the device I5, terminal 393 and wire 283. The contact finger 35 is connected through contact 27, bridge 42, contact 26 and finger 34 to wire 282 leading to the other contact I97 of the coding device I9. Thus, when the brake valve device is moved to lap position, a circuit is closed from the coding device I0-on the locomotive to the primary winding I69 01 the transformer I59 on the remote control unit, thereby inducing current in the secondary winding I52 of said transformer, which causes the master relay device I6 I to be energized so that it operates at a frequency corresponding to that of said coding device, that is, two cycles per second.

With the master relay device I6I now operating at a frequency of two cycles per second, there is induced in the tuned circuits on the remote con- .scribed.

As brake pipe pressureis reduced at a service trol unit alternating current having a frequency of two cycles per second. The tuned circuit which includes the condenser III and. thereactor I72, being tuned to resonance at a frequencyof four-thirds cycles per ergized, with the result that the relay I58 becomes deenergized and the contact I9I thereupon moves out of engagement with the contact 354.;

The circuit which includes the condenser I88 and reactor I 89, being tuned to a frequency of two cycles per second, becomes energized and this energization causes the relay I57 to beenergized, with the result thatthe contacts I89 and I90 are moved into engagement with the contacts 355 and 7 I90, respectively.

With the contact I 39' engaging contact 323,.the

circuit is closed from the battery I 96 through the lap magnet 2 I0 by wayv of wire 399, the switch device 3I3, contacts 323 and I90 one terminal of said magnet,-the other terminal of said magnet being connected to said battery by wires 320, 320 and 392. The consequent energization of magnet 2i!) causes the valve 2 to be seated, so as to preventfurther venting of fluid from the equalizing discharge valve piston, chamber I99 and the connected equalizing reservoir 292. Fluid continues to be vented from the brake pipe 55 past the discharge valve I98, however, until the brake pipe pressure acting in piston chamber 293 is reduced to slightly below the pressure in chamber I99, at which time the piston I91 is operated to seat the discharge valve I98 in the usual manner. I

The reduction in brake pipe pressure may be effected in steps, if desired, by moving the brake valve device I first to service position,,then to lap position and repeat. Magnet 2I0 on the remote unit will operate substantially simultaneously with the movement of the brake valve device and permit a reduction in brake pipe pressure to be effected at the rear end of the train in steps equal in amount to they steps of reduction eifected'by operation of the brake valve device at the'head end of the train.

The reduction in equalizing reservoir, pressure on the remote unit is limited to equalization, with the reduction limiting reservoir 324, which, how- I ever, is of such volume as to permit a full service reduction in brake pipe pressure. The use ofsaid reservoir is not so necessary when brake pipe pressure is reduced by the operation of the brake valve device by the engineer, as above described, but said reservoir is desirable when brake pipe pressure is automatically reduced by a change in trafiic conditions, as will be hereinafter derate, fiuid flows back from piston chamber I08 of the quick acting valve device 9 on the-locomotive to the brake pipe through passages I99 and H0, pipe I I0, choke fitting III and pipe 83. The

second, will become deenand wire 324 to' higher pressure in valve chamber II2 then shifts the piston I91 and slide valve H3 upwardly until a port 355 registers with a' passage 350,'which is open to the atmosphere through passage 214. 1

In this position, fluid is vented from valve chamber H2 and the connected volume chamber I I5 at a rate corresponding to the service rate of reduction in brake pipe pressure in piston chamber I08 and the movement of the piston I0! and slide valve I I3 therefore ceases. sure in valve chamber II2 is reduced slightly below thebrake pipe pressure acting in chamber I03, the piston I9! is operated toreturn the slide Then, when the pres- 10 valve- H3 to thenormal position shown in the drawings. i Thequick acting valve device I18 on the remote-control unit operates the same'as the corresponding device on the locomotive when a service reduction in brake pipe pressure isbeing effected.

With the brake v'alve device I in lap position, the battery current supply wires I36 and I39 remain connected to the wires 283 and 288, re-

spectively, leading to the'train wires I53 and I52, respectively, as in runningposition. When the contact I9I is moved out of engagement with the contact354, due to the brake valve device being moved to lap position after being in service position, as hereinbefore' explained, the circuit from the train wires I52 and I53 to the emergency magnet valve devices 2 and I55 on the locomotive and'remote control unit, respectively, is thereby opened. However, since the contact I89 is moved into engagement with the contact 355 by the energiz'ation of relay I51, as hereinbeiore mentioned, the circuitto said magnets is closed again. The magnets 68 and 2I3, being of the slow acting type, will remain energized during the brief interval between the opening of the emergency magnet circuit at the contacts NH and 354 and the closing of the circuit again at' the contacts I89 and 355. During this interval, therefore, the valves 69 and 18 in the magnet valve device 2 and the valves 2M and 353 in the magnet valvedevice I55 will remain in the normal positions shown in the drawings. 7 I

Inasmuch as the circuit which includes the condenser H5 and reactor I88 on the remote control unit is not responsive to the two cycle alternating current induced in the secondary winding I85 of the transformer I63, the relay I58 remains deenergized, as when the brake valve device is in service position, and the contacts I81 and H38 remain out of engagement with the respective contacts 339 and 3I1. I

-If it is desired'to chargethe brake pipe 55 to efiect a release of the brakes after a service application, the brake valve device is turned first to release position and then to running position. In release position, fluid at main reservoir pressure is supplied directly 'from valve chamber I9 to passage 258and from thence through the cutoff valve chamber 38, chamberv 8|, and through passage and pipe 54, passage I2I in the doubleheading cock and switch device I5, and pipe 392 to:the brake pipe 55. This supply of fluid at highpressure to the brake pipe accelerates the increase in brake pipe pressure and after the brake valve device has been in release position for a certain length of time, during which the brake pipe at the head end of the train is charged substantially to main reservoir pressure, the brake valve device is turned to running position, in .which .the supply of fluid tothe brake pipe is. governed by the feed valvedevice 241. As the brake, pipe pressure is thus increased, fluid at feed valve pressure is also supplied to the equalizing discharge valve piston chamber 58 and to-the equalizing reservoir 52 in the same manner as hereinbefore described.

Inlthe release position of the brake valve device, contact fingers 34 and 38 engage contacts 28 and 3D, the same as when the brake valve deviceis in running position, as described inconnection' with the initial charging of the equipment'. Due to this engagement, one hundred cycle alternating current coded to three impulses per-second is supplied to thetrain wires I52 and engagement with contacts 339 and 3I1, respectively.

With the contact I88 engaging the contact 3I1, the service application and release magnet 286 is energized and supplies fluid from the feed valve device2-15 to piston chamber I93 of the service application and release valve device I85, which permits the piston I92 and slide valve I95 to be returned to their release position by spring $98. In release position ofslide valve I95, fluid is supplied from the feed valve device215 to the brake pipe 55, equalizing discharge valve piston chamber I99 and equalizing reservoir 292 in the same manner as when initially charging the brakeequipment.

The tuned circuit which includes the condenser I68 and reactor I69, being unresponsive tothree cycle alternating current, such as is'being supplied at this time to the'tuned circuits on the remote" control unit,becomes deenergized; with the result that the relay I51 becomes deenergized, permitting the-contacts I89 and I99 to move to their circuit opening positions, as shown in Fi 2.

Themovement of the contact I98 to the circuit opening position, causes the lap magnet v2Ii'.l to

become deenergized, which permits spring M2 to unseat valve 2'I I. With said valve unseated, the reduction limiting reservoir 324 is vented to the atmosphere by way of pipe and passage 325, past valve 2II, through chamber 35I, pipe and passage 3Z1, cavity' 328 in-slide valve I95 of the service application and release valve device I85 and atmospheric passage 329.

With the brake valve device in release or running position, contact'flngers 35 and 31 leading to the train wires I53 and I52, respectively, are connected to the battery current supply wires I38 and I39, respectively, thereby maintaining the circuit to the emergency magnet valve devices 2 and I55 closed at the brake valve-device. When the contact I89 is moved to the circuit opening position, as hereinbefore explained,,the circuit to the emergencymagnets 2I3 and 68 is opened, but-is closed again by the aforementioned'imovement of the contact I81 to the closed position. During the interval between the open ing of the circuit at the contact I89 and the closing of the circuit at the contact I81, the emergency magnets will remain energized'due to the slow acting feature embodied in their design. The tuned circuit which includes the condenser I1I and reactor I12, being tuned to a r'requency of four-thirds cycles per second, is not responsive to three cycle current now being supplied 'to the timed circuits, and therefore-therelay I 58'remains deenergized and thecontact I9 I remains in the circuit opening position, as'shown in Fig. 2. In charging the brake pipe, the valve chamber I I2 and-volume chamber II5 of the quick acting valve device 6 on the locomotive and the corresponding chambers in the quick acting valve device on the remote control unit are charged to. brake pipe pressure in the manner hereinbefore described. I r

If the engineerdesires to effect an emergency application of the brakes, he turns thebrake valve device to emergency position in which passage 258 is lapped, so as to cut oil the supply of fluid under pressure to the brake pipe, and fluid at main reservoirpressure is supplied from valve chamber I9 to'passage 351 leading to chamber 358 at one side of the vent valve piston 66. The piston 63 is thereby operated to unseat the vent valve 68., which permits fluid under pressure to rapidly flow from the brake pipe 55, through pipe 392, the device I5, pipe and passage 5t, vent valve chamber '65, past the vent valve 64 to chamber 359 and from thence to the atmosphere through passage 3%. This rapid venting of fluid from the brake pipe at the locomotive initiates an emergency wave of reduction in brake pipe pressure, which is adapted to be transmitted serially from car to car toward the rear end of the train, in the usual manner.

When the brakevalve device I is moved to emergency position, all of the electric circuits controlled by said device are opened, so that the relay I56 on the remote control unit and the emergency magnets 68 and ZIS are deenergized.

The deenergization of relay i permits the contacts Ili'i and I88 to move to the circuit opening position. In this position of contact I88, the circuit to the service application and release magnet 2558 is open, thereby causing said magnet to become deenergized and the magnet valve device I85 then operates to cut off the supply of fluid under pressure to the brake pipe in the same manner as when a service application of the brakes is effected.

The opening of the circuit to the emergency magnets 68 and 25'3 causes said magnets tobecome deenergized. The deenergization of magnet 213 on the remote control unit permits spring 2I5 to seat valve 2% and to unseat valve 353. With valve 353 unseated, fluid under pressure is supplied from the reservoir 343 to vent valve piston chamber 2M through pipe 344, chamber 33!, past valve 353, and thence through pipe 2 12. Piston 23! is operated by the fluid supplied to chamber E li to unseat the vent valve 235 so as to rapidly vent fluid under pressure from the brake pipe 55 by way of pipe 33-8, vent valve chamber 236, past the vent valve 235 to chamher 239 and from thence to the atmosphere through passage 249. This rapid venting of fluid from the brake pipe on the remote control unit initiates an emergency wave of reduction, which is adapted to be transmitted serially from the remote unit forwardly in the train and since it is initiated substantially simultaneously with the initiation of the emergency reduction at the locomotive, the brakes at the front and rear of the train will apply at substantially the same time from the two ends of the train toward the middle of the train.

The deenergization of emergency magnet 58 on the locomotive permits spring ii to seat valve "Iii and to unseat valve 69. With valve 69 unseated, fluid under pressure is supplied from the reservoir 3% to piston chambers 88 and IQ of the vent valve devices 3 and i, respectively, through pipe and passage 339, chamber 364, past valve 89 and thence through pipe 86. The vent valve 8! is unseated by the pressure of fluid in chamber 88 acting on piston 8 3 and opens the brake pipe to the atmosphere, and the vent valve 'IZ'is operated by the pressure of fluid in chamber 19 acting on piston I3 to vent fluid from pipe it, the operation of the vent valve devices 3 and 4 being the same as the vent valve device H5 on the remote control unit.

' The sudden venting of fluid from the brake pipe 55 causes an emergency reduction in pressure to be effected in the piston chambers I88 and 221 of the quick acting valve devices (5 and E16, re-

spectively, on the locomotive and remote control unit.

The emergency reduction in pressure. in piston chamber Hit" permits the pressure in valve chamber ii 2 to move the piston it; and slide valve H3 upwardly. Port 355 through said slide valve is of insuiiicient capacity to reduce the pressure in valvecha'mber I I2 as fast as the brake pipe pressure reduces in piston chamber i823 in e1 iecting an emergency application of tr e, brakes and as a result, the pistcn I at and slide valve i it do not cease moving when the ported?) registers with passage 35$,as when effecting a service reduction in brake pipe pressure, but instead are moved to emergency position, in which the passage 279 is uncovered. Fluid under pressure then flows from the valve chamber H2 and vol ume chamber M5 to chamberfi'li and operatespiston II? to unseat the vent valve 5 it, which quickly vents fluid from piston chamber Hit of the switch device 5 to the atmosphere byway of pipe its, passages iii] and I69, chamber 265,

past the vent valve M5 to chamber 363 and from thence to the atmosphere through passagev 2W3.

The venting o-I" fluid from the switch piston cham-' ber I83 permits spring H36 to move the piston d9 downwardly and pull contact 93 out of engagement with contacts we and 80!. This opens the circuit from the wire 332, which is connected to the emergency magnet 68, to the wire 283 leading to the train wire I 53, and since the emergency magnet M3 on the remote control unit is connected in series with the emergency magnet 68 and switch device 5 on the locomotive, the opening of the circuit at the switch device 5 also opens the circuit tothe emergency magnet 2H3. magnet circuit at the switch device 5 has no significance at this time, because said circuit has already been opened at the brake valve device. i

The sudden reduction in brake pipe pressure causes the quick action valve device Ilii on the remote control unit to operate in the same manner as the quick acting valve device (5 on the locomotive, and as a result, the contact 2!? of the switch device I M is moved o-utof engagement with contacts Eli? and 223, but this no significance at this time, because the emergency magnet circuit is already open at the. brake valve device. Y

Pipe it on the locomotive being connected by means of pipe 95 to the piston chamber 9 3 of the switch device I and to'piston chamber 35 of the brake application valve device, fluid is suddenly vented from said chambers upon operation of the vent valve device The venting of fluid from piston chamber 54 of switch device I permits spring ill to move contact 89 so as to open the circuit from contact 9'2 to contact 93 andto close the circuit from con tact 9i to contact 93, while the-venting of fluid from the application piston chamber t? permits the pressure of fluid in valve chamber 26 to move piston 4 and slide' valve i? to application position, in which piston Ml engages a gasket 3%.

The operation of the switch devices 5, 'l, and 574, the emergency magnet 68 and vent valve devices 3, and ion the locomotive, and the quick action valvedevices 6 and I16 is not necessary However, the opening of the emergency ditions, which will bedescribedhereinafter, is very necessary and desirable.

Fluid supplied to piston chambers 83 and I9 of the vent valve devices Sand 4, respectively, on the locomotive, bleeds down by flow through ports 385 and 555 in the respective pistons 84 and I9, and when the pressure in said chambers and in'the connected reservoir 349 has been reduced nearly to atmospheric pressure, the springs 85 and 214 act to shift the valves BI and I2, respectively, to their seats. Similarly, the fluid supplied to piston chamber 24 i of the vent valve device I'I5 on the remote control unit, bleeds down by flow through port 361 in piston 29?, permitting the spring 238 to seat valve 295.

In order to charge the brake pipe and thereby effect a release of the brakes after an emergency application, the brake-valve device is operated in the same manner as in charging the brake pipe after a service reduction in brake pipe pressure. With the vent valve I2 seated, the flow of fluid under pressure through port 249 in the brake application valve piston 45 builds up a pressure in piston-chamber 55, in vent valve chamber I5 and in piston chamber 94 of the switch device I. When a predetermined pressure is obtained in piston chamber 45, spring 48 moves the piston A l and slide valve 51 inwardly to their normal position, and when sumcient pressure is obtained in piston chamber 95 of the switch device I to overcome spring 9?, the piston moves the contact 85 so that it bridges contacts 92 and 93.

With the brake valve device in release or run ning position and the contact 89 of the switch device I connecting contacts 92 and 95, the coding device 9'is connected to the train wires I52 and I55, and as a result, the relay I56 on the remote control unit is energized and causesthe contacts I81 and I89 to engage the contacts 345 and SIT, respectively.

With the contact I88 engaging contact 3, the energizing circuit to theservice application and release magnet 206 is closed-and the resulting energization of magnet 256causes the service application and release magnet valve device I85 to operate in the same manner as hereinbefore described to supply fluid under pressure. to the brake pipe and to the equalizing reservoir 292.

When brake pipe pressure is increased to a predetermined degree, the switch device 5 on the locomotive is operated to connect contacts I90 and IIJI and the switch device I14 on the remote control unit is operated to connect contacts 2l9 and 225, all of which contacts are in the circuit to the emergency magnets ISBand 2I3. With the contact I81 engaging the contact 344' on the remote control unit and the brake valve device in release or running position, the circuit to the emergency magnets is now complete and said magnets become energized'and permit the reservoirs 359 and 343 to be recharged with fluid under pressure from the brake pipe.

The quick acting valve device 6 on the locomotive and the corresponding device H6 on the remote control unit are charged with fluid under pressure from the brake pipe in the same manner as in initially charging the train.

If trafiic conditions become unfavorable, magnet I21 of the traffic control device 8 on the locomotive is automatically deenergized, which per mits spring- I29 to unseat valve I28, past which fluid under pressure is vented from the brake application valve piston chamber 45 to the atmosphere through passage 358, pipes I6 and 250, chamber 369, past valve I28, chamber 370 and I49, and the'contact 93 passage 25L Withpipe I61 vented, fluid is also vented'from the connected pipe and piston chamber of the switch device I.

In application position of the brake application 'valve device, fluid under. pressure is vented from the cut-off valve piston chamber 62 through passage 259, cavity 379 in the application slide valve 5'1 and atmospheric passage 3H. This permits feed valve pressure in chamber 61 acting on the opposite side of the cut-off valve piston 51 to move said piston outwardly against spring 53 andpullthe valve. 55 into engagement with seat rib 59, thereby closing the communication through which fiuid is supplied from the feed valverdevice 257150 the braxe pipev 55.

Passage 5i, which communicates with. the equalizing discharge valve piston chamber 50 and with the equalizing reservoir 52, is connected through cavity 254 in slide valve 41 to passage 262,. which in turn is connected through passage and pipe IBM to the reduction limiting reservoir 258. Fluid is thus vented from piston chamber 59 and equalizingreservoir 52 to the reduction limiting reservoir, which permits the equalizing discharge valve piston 48 to open the discharge valve 49 and efiect a reduction in brake pipe pressure.

The venting of fluid from piston chamber 94 I of the switch device 'I,1at the same time as fluid is vented from the application valve pistonchamber 45, permits spring 91 to operate piston 99 and pull contact 89 out of engagement with contact 92, thereby opening the circuit from the contact 92 to the contact 93, and move contact 89 into engagement with contact 9|, thereby come pleting'the circuit from contact 9| The contact 92 being connected to the contact I i-8 of the coding device 9 by wire 289, contact finger 3'! in the brake valve device I, contact 29, bridge 43, contact 35, contact finger 38 and wire being connected to the train wire I52 by wire 28L terminal 599, contact plate I25 of the double-heading cock and switch device I5, terminal 39I and wire 395, the opening of the circuit from contact 92 to contact 93'cuts off from the train'wires the supply of one hundred cycle alternating current coded to three impulses per second. As a result, the relay I55 on the remote control unit is deenergized and opens the circuit to the service application and release magnet 206 and also the emergency magnet circuit.

Upon the deenergization of magnetZiIB, the service application and release valve device I85 operates to effect a'service reduction in brake pipe pressure in the same manner as hereinbefore described. On theremote control unit, the reduction effected in equalizing reservoir pressure is limited to equalization of the pressure in the equalizing reservoir 292 into the reduction limiting reservoir 324, the degree of reduction efi'ected, however, being sufficient to ensure a full servicereduction in brake pipe pressure. r

The contact 96 being connected by'contact 89 to contact 93, the circuit is closed from the coding device ll to the train .wire I52, because con tact 96 is connected by a wire 312 to wire I5l leading to the contact I48 or said coding device and contact 93 is connected to the train wire I52 in the manner hereinbefore mentioned. With this circuit closed, one hundred cycle alternating current coded to four-thirds impulses per .second is supplied to the train circuit and this results in the energization of relay I55 on the remote control unit and the consequent movement to contact 93.

of fluid from the equalizing of contact ISI into engagementwith contact 354,

by the movement of the contact I 31 to the circuit opening position, as previously explained. Thus, the emergency magnet circuit is maintained closed during an application of the brakes initiated by the deenergization oi the traflic controlled magnet 52?.

On the locomotive, the reduction limiting reservoir 263 is open to the atmosphere through pipe and passage 25!, passage 262, cavity 263 in the rotary valve 20 and atmospheric passage 266 when the brake valve device is in running position, so that if the brake valve device is left in running position the reduction limiting reservoir is ineffective and therefore a complete venting reservoir 52, and consequently from the brake pipe, will occur. If, however, the engineer desires to limit the reduction in brake pipe pressure to a full service reduction and thereby prevent an unnecessary loss of fluid from the brake pipe, he mayturn thebrake valve device from running position, shown in the drawings, to service position, in which passage 262 is lapped. 'Ihe lapping of passage 2%2 prevents the escape of fluid vented to the'reduction limiting reservoir, so that the pressure in the equalizing reservoir will be reduced only to equalization into the reduction limiting reservoir and the equalizing discharge valve mechanism will permit only a corresponding full service reduction in brake pipe pressure to occur.

When traiiic conditions become favorable again, the magnet I2! on the locomotive is energized and the valve I28 is then seated, which permits the supply of fluid through port 249 in the application valve piston to build up a'pressure in the application piston chamber i5 and switch piston chamber 34 equal to the pressure in the application valve chamber, whereupon spring 48 returns the piston 64 and slide valve d1 to their normal position, in which, with the brake valve in release or running position, the cut-off valve is operated to supply fluid under pressure to the brake pipe, the equalizing reservoir 52 is charged with fluid at brake pipe pressure and the reduction limiting reservoir 260 is vented, in the manner hereinbefore described.

Fluid supplied to the piston chamber 94 of the switch device I causes the piston 93 to operate so as to move the contact 89 out of engagement with contact 86 and into engagement with contact 92, at the same time maintaining engagement with contact 93. When contact 89 moves out of engagement with contact St, the supply of one hundred cycle current, coded to four-thirds impulses per second, to the train wire I52 is cut off and this results in the deenergization of relay I58 on the remote control unit and the consequent opening of the emergency magnet circuit at the contact I9 I. The engagement of contact 89 with contacts 92 and 93 closes the circuit from the oscillating contact I48 of the coding device 9 to the train wire I52 by way of wire I49, contact finger 38 in the brake valve device, contact 3!], bridge 43, contact 29, contact finger 37, wire 28!), contacts 92, 89 and 93 of the switch device I, wire 28I, terminal 39!), contact plate I 25 in the combined double-heading cock and switch device I5, terminal SSI and wire 395. The closing of this circuit permits one hundred cycle current coded to three impulses per second to -be supplied to the train circuit, causing the relay. I 56 to beenergized and the contacts I81 and I88 to be moved to the circuit closing position.

With the contact I88 in the circuit closing position, the circuit to the service application and release magnet is closed and the resulting energization of magnet 206 causes the service application and release valve device "585. to operate in the same manner as hereinbefore described to supply fluid under pressure to the brake pipe and to the equalizing reservoir 282 and to vent the reduction limiting reservoir 32%. p

The contact 58"! being in the circuit closing position, the circuit to the emergency magnets is maintained closed.

It is-obvious that since the emergency'magnets 68 and H3 are series connected in the train circuit, failure of said circuit from any cause, such as ab'rokentrain wire, will cause both magnets to become deenergized and as a consequence an emergency application of the brakes will. be

initiated simultaneously at both ends of the train.

If a sudden reduction in brake pipe pressure should be initiated in the train, due for instance to a burst brake pipe hose, the reduction is transmitted'serially from car to car in'both directions soon as the emergency rate of brake pipe reduction reaches the locomotive, thequick acting valve device 6 promptly operates to vent pipe Hi4 and the switch piston chamber I 03 so as to permit spring H136 to move switch contact 98 out of engagement with contacts we and it! and thus open the circuit to the emergency magnets. The consequent deenergization of magnet 68 causes fluid under pressure to be supplied to the vent valve devices 3 and i, but since the brake pipe is already vented on the locomotive, the operation of the vent valve device 3 isunnecessary, but the operation of the vent. valve device 4 is necessary in order to cause the brake applicationyalve piston 44 to move the slide valve ii to application position and to cause the piston of the switch device 'ito pull the with contact 92.

With the brake application valve slide valve 47 in application position,

the cut-oii valve 56'is operated tocut off the supply of fluidv under pressure to the brake pipe at the head end of the train,

The deenergization of emergency magnet M3 on the remote unit causes fluid under pressure to be supplied to the vent valve device H5, causing said device to operate to initiate a suddenreducthe train forwardly contact 89 out of engagement of engagement with contact 92, the supply to the I train circuit of one hundred cycle alternating cur'-' rent coded to three impulses per secondiscut' off, causing the relay I56 to become 'deenergized and the circuit totheservice application and release magnet -296 thereby deenerg-ized. The deenergization-o1 magnet 206 causes the service applicationand release valve device I85 to operate to cutoff the supply of fluid-under pressure to the .brake pipe 55 at the rear end of the train.

If the sudden reduction in brake pipe pressure,

due possibly to'a burst hose, is initiated near the rear end of the train, the quick acting valve de- I vice 416 on the remote control unit operates to ..and 7220, thereby \opening the circuit to the emergencymagnetsi [Stand fifi and thereby causing said magnets to become deenergized.

Tl'leideenergizationof magnet 213 on the re- .mo'tenontrol unitcaus'esithe vent valve device I15 Ito .operatetol. initiate an emergency reduction in brake-pipe pressure at the rear end-oi the train.

.The. .deenergiz'ationof magnet 58 on the loco- Jnotivle causes the vent valve device3 to operate and initiate .anflemergency reduction brake the emergency magnet circuit.

pipeatlthe-headend of the train. Thevent valve device 4 is also operated at the same time as the vent valve device 3 to vent fluid under pressure from the brake application valve piston chamber 45 to cause the brake application valve to operate and cut off the supply of fluid under pressure to the brake pipe at the head end of the-train, and

' also to cause the switchdevice 1jto operate and cut oil from the train wires the supply of current for energizing'the relay 655 on the remote control unit. The consequent deenergization of relay I53 causes the service application and release magnet 26% to become deenergized andJas a result the service application and release valve device I operates tocutoff the supply of fluid under pressure to the brake pipe at the rear end of the train. e

It will be seen from the foregoing that if a sudden venting of the brake pipe is initiatednear the head end of the train, the quick action valve device 6 on the locomotive will automatically 0perate to start a sudden reduction in brake pipe.

' sure at the head end of the train and cause the supply of fluid under pressure to the brake pipe at both ends of the train to be cut off.

It will be evident that if any wire in the emer gency magnet circuit becomes broken, or if the electric power is lost, an emergency application of the. brakes. will be initiated at both ends of the train. It will further be evident that neither magnet 68 on the locomotive nor magnet 2l3 on the remote control unit can be shorted without causing an emergency application of the brakes to be'efiected. 1 I

As hereinbefore explained, the energization of the] emergency magnets indicates the integrity of The energization of said magnets also indicates the integrity of the coding circuits throughout the train, including the tuned relay circuitson the remote control unit,'because the emergency magnet circuit is controlled by contacts controlled by said relays. It is', customary after a train has been charged and'before leaving the terminal to apply, lap and release the brakes in order to determinewhether theyare in proper operating condition. With the Janeen brake valve device inrunning position, the relay I56 is energized and maintains the contact I81 in engagement-with contact 33 1, thereby maintaining the emergency magnet circuit closed.

When the brake valve device is moved to service. position, the relay device i523 is deenergized and opens the emergency magnet circuit, but therelay device I58 is energized so as to cause contact 19! to engage contact 354 and thereby maintain the emergency magnet circuit closed. When the brake valve device is moved to lap position, both relays I55 and M8 are deenergized, but the relay I51 is energized so as to move contact 39 into engagementswithcontact 355 and thereby maintain the emergency .magnet circuit closed. ;=I

'the inrush of fluid to pipe NM from the brake pipe. The'fiow area of the passage through the choked coupling H i is, however, SllffiClBl'ltlY great topermit emergency rate .of reduction in brake pipe pressure to be transmitted from the brake pipe 55 to' the piston chamber Hi8 of the quick acting valve device for causing'same to operate. The choked coupling 33! is provided between brake pipe 55 and the quick acting valve .device I16 on the remote control unit for the same'purpose. y

' If for any reason, such as failure of electric power or a broken pipe, it becomes impossible to control the train brakes through the electric means provided on the locomotive and remote control unit, then either the cause of failure must be rectified before the brakes can be released or the electric means on both the locomotive and remote control unit must be cut out of operation, after which the brakes may be released and con- "trolled pneumatically from thelocomotive in the usual manner.

In order to render the electric brake means in.- efiective, the switch device i31 on the locomotive is moved to the open position so as to cut ofi the supply of current from the battery unit 52 to the alternator l3 and to the brake valve device I. If the vent valves 12 and 8! are open, the fluid pressure'on opposite sides of the vent valve pistons 13 and 84 will equalize, which permits spring 14 to seat the vent valve 12 and spring 85 to seat the vent valve 8|.

The seating of vent valve 12 permits charging of the brake application valvepiston chamber 45, assuming the train to be in a territory where the brakes are automatically controlled by trafilc conditions and the trafiic conditions are favorable. 1 The brake application valve parts are then returned to their normal-position in which the brake pipe is charged with fluid under pressure through'the brake valve device and the brakes are consequently released in the usual manner.

On the remote control unit, a cock 314 is provided in the brake pipe branch pipe 205 and main reservoirpipe 21S; said cock comprising a plug valve 315 having a handle 316 for turning said plug valve from the cut-in position shown in the drawings to a cut-out position in which communication through pipes 255 and 219 is -interrupted, so that if for any reason magnets 256 or H3 or the valve'device 'i85 should becomeinoperative;

athlete or if a control pipe should become broken, the remote unit can be cut ofi from the brake pipe and, therefore, have no control over the pressure of fluid in the brake pipe.

By thus disconnecting the remote control unit from the brake pipe, the brake pipe must be charged with iluid under pressure from the brake valve device on the locomotive, and the brake pipe pressure must be reduced through the operation of said brake valve device in the usual manner. The resultant purely pneumatic control of the train brakes from the locomotive is not provided as a substitute for electrical control, but merely to permit the engineer to operate the train until he can reach a terminal where the damage or cause of failure can be repaired.

When the electric brake control is cut out of operation by moving the switch device I31 to the open position, the switch device 313 on the remote control unit is also moved to the open position in order to prevent depletion of the battery I66.

When the electric brake control is rendered inefiective as above described, it will be noted that the traffic controlled means are still operative to effect a service application of the brakes in case the traffic conditions become unfavorable. The operation of the switch device I will, however, be ineffective to cause a service application of the brakes to be simultaneously efiected at the rear end of the train if the train brakes are applied due to a change in trafiic conditions, so that the brake application will be effected entirely from the front end of the train.

If at any time the train is operating in territory where there is no provision for the control of train brakes by trafiic conditions, the trafiic controlled magnet means 8 will be deenergized. However, in order to prevent the deenergization of said magnet from interfering with the control of the train brakes either electrically or pneumatically, as hereinbefore described, a cook 37'! is interposed in pipe 76. The cock 3'57 comprises a plug valve 378 and a handle 379 for turning said plug valve from the cut-in position shown in the drawings to a cut-out position, in which communication to the traffic controlled means 8 is closed, so that the brake application valve will still be controlled by the operation of magnet 88 through the vent valve device 4.

It will be understood that suitable filters and condensers are provided in the various circuits for blocking the flow of current of undesirable character to various parts of the equipment. Filter 3%, interposed in the wire 39, blocks the flow of one hundred cycle alternating current, thus isolating the battery unit I2, the generator I 3 and the actuating mechanism of the coding relays 9, I0 and II from alternating current impulses. A filter 33I is provided in wire 338 to prevent passage of one hundred cycle alternating current across the wires 28B and 28I in the circuit with the train wire I52. If said filter were not employed, then the automatic application of the train brakes through the medium of the trafiic controlled means 8 would be interfered with. With the traffic controlled means 8 deenergized due to unfavorable trafiic conditions, piston chamber 94 in the switch device I is vented, as hereinbefore explained, permitting the piston 98 to be moved to the position wherein contact 89 bridges contacts Q6 and 83, thereby closing a circuit through which one hundred cycle alternating current coded to four-thirds impulses per second is supplied to' the wire 28I for causing the relay I58 on the remote control unit tobecome energized so as to maintain the emergency magnet circuit closed. If the filter 381 were not used, then when the contact 89 is in the position for supplying alternating current coded to fourthirds impulses per second, alternating current coded to three impulses per second would also be supplied to wire 28L with the brake valve device in running position, and this would interfere with the intended operation of the remote controlled. apparatus on the remote controlled unit. It will be understood that filters 388 and 3M per mit the flow of direct current to the train wires I52 and I 53.

A condenser 382 is disposed inthe wire 2233 on the locomotive, the emergency magnet 68 and switch device 5 being arranged in a shunt circuit around said condenser. The'condenser $82 prevents the fiow of direct current directly through wire 283 to the train circuit. Thus, direct currentsupplied to wire283 must flow through the emergency magnet 58 and the switch device 5. I

A condenser 333 interposed in the wire 282 on the locomotive prevents the. flow of direct current therethrough'and ,a condenser M3 in the wire i82 on the remote controlunit'prevents the flow of direct current therethrough.

A condenser 384 is connected across the wires 333 and 335 on the remote control unit for the purpose of reducing the severity of the arc caused by the opening of electric circuits at the contacts' I87, I39 and It?! Similarly, a condenser 385 connected across the wires till and 359 and a condenser 336 connected across the wires 3 i8 and 324 reduce the severity of the arcs at the respective contacts I88 and I90 when said contacts are operated to open the respective electric circuits.

In a double-heading service, when two locomotives equipped withthe' locomotive portion of the ele'ctro-pneumatic brake equipment hereinbefore described, are coupled together, the control of the train brakes, either electrically or pneumatically, will be from the head locomotive and the control on the second locomotive Will be rendered ineffective. To render the control from a the second locomotive ineffective, the handle I28 of the combined double-heading cock and switch device I5 is moved from its vertical position as shown in Fig. l to a horizontal position, causing the valve H9 to rotate and close off communication from the brake valve device 4 to the brake pipe, thus renderingthe brake valve inefiective to control the brakes. The switch arms I23 and I24 rotate with the valve H9 and when the device I5 is in its double-heading position, the contact plate E25 is out of contact with the contact terminals 390 and SSH and the contact plate I26 is out of contact with the contact terminals 393 and 39 i, sothat the circuit is open from the brake valve device on the second locomotive to the train wires.

It will now be evident that we have provided means whereby the application andrelease of brakes in a long train may be effected in such a manner as to effectively control the slack in the train and prevent damaging shocks. This means comprises apparatus on the locomotive for supplying alternating current of different character istics to a two-wire train circuit according to the operating position of the brake valve device on the locomotive and means on the caboose adapted to distinguish between these different alterhating current characteristics, so as to substantially simultaneously reproduce on the caboose the functions of said brake valve device, thereby accelerating the application and release of the brakes on; the whole train. v

One very important feature is the provisionof an emergency magnet valve device on the locomotive and an emergency magnet valve device on the caboose, said magnets being connected in series in the above mentioned train circuit. The emergency' magnet circuits being normally closed, when the emergency magnet on the locomotive and the emergency magnet on the caboose are energized, the engineeran-d trainmen are assured of the integrity of'the emergency brake control on the train. The energization of the emergency magnets, also indicates, during a terminal test of the brakes, the integrity of the coding circuits throughout-the train, including the tuned relay circuits on the caboose.

i If, for any reason, such as a broken train wire,

a loss of power, ora burstbrakepipe hose, the emergency magnet .on the locomotive or that on the caboose should become deenergized, an

emergency application'of the brakes will be immediately'effected at the locomotive andat the caboose, thereby assuring the safety of the train.

The electrical control apparatus on the locomotive and on the caboose is responsive to brake valve operation as well as to changes in traffic conditions and means are provided for cutting out the traffic control, if desired. Means are also provided for cutting out the electrical control, if necessary, so that the train brakes can be controlled only from the locomotive by the brake valve device or by changes in trafic conditions. If necessary, both the traffic condition control and electrical control may be cut out, in which case the train brakes can be controlled only by the brake valve device on the locomotive.

While one illustrative embodiment of our invention has been described in detail, it is not our intention to limit its scope to this embodiment or otherwise than by the terms of the appended claims. 1 -Having now described our invention, what we claimas new and desire to secure by Letters Patent, is: v v

l. The combination with a brake pipe on a train, of two train wires extending train, a source-of direct current, direct current controlled normally energized electro-responsive means on a car in the train connected across said train wires and operative upon deenergi'zation to effect a sudden reduction in brake pipe pressure, a pair of switch 'devices parallel connected in the circuit with said electro-responsive means, a source of alternating current of one characteristic, a second source of alternating current of another characteristic, a brake valve device on the locomotive having a running position for connecting said source of direct current across said train wires and for connecting the first mentioned-source of alternating current to said train wires, switch means on the locomotive having a normal position for closing the circuit from said brake valve device to said train wires and operative to another position for opening said circuit and for closing a circuit from said second source of alternating current direct to the .train wires, means in a shunt circuit around said switch means when in thefirst mentioned position for blocking the flow of alternating current through said shunt circuit, electro-responsive means on said car responsive only to current from the first mentioned source of alternating current for effecting closure of one of said pair of switchdevices and opera,

tive upondeenergization to effect a service reductionin brake pipe pressure and to efiect opening offsaidswitch device, electro-responsive means on said car responsive only to current from the second mentioned source of alternating current H for effecting closure of the other'of said pair of switch devices, valve means on the locomotive operative to effect a reduction in brake pipe pressure, means controlled by trafiic conditions and operative when traffic conditions become unfavorable to efiect the operation of said valve means 'ands aid switch means to the second mentioned position, means for blocking the flow of alternating current to said source of direct current, means for blocking the flow of direct current to said source of alternating current, and means for blocking the flow ofdirect current to said electroresponsive meanson the car.

2. The combination with a brake pipe on a train,

of a normally energized electro-responsivedevice operative upon deenergization to effect a sudden reduction in brake pipe pressure, normally energized electro-responsive means on a car in the train operative upon deenergization toeffect a service reduction in brake pipe pressure and to effect the opening of the energizing circuit to said electro-responsive device, valve means on the locomotive operative to effect aservice reduction in brake pipe pressure, and means controlled by tranic conditions andoperative when traffic conditions become unfavorable to effect the operation of said valve meansand to effect the opening of the energizing circuit to said electro-responsive means and also to effect the closure of the energizing circuit to saidelectro-responsive device.

3. The combination with a brake pipe on a train, of a normally energized electro-responsive device operative upon deenergization to effect a sudden reduction in brake pipe pressure, normally energized electro-responsive means on a car in the train operative upon deenergization to effect a service reduction in brake pipe pressure and to effect the opening of the energizing circuit to said electro-responsivedevice, a normally de energized electro-responsive element operative upon energization to close the energizing circuit to said electro-res onsive device valve means on through the p the locomotive operative to elfect a service reduction in brake pipe pressure, and means controlled by traffic conditions and operativewhen traflic conditions become unfavorable to effect the operation of said valve means andto effect the opening of theenergizing circuit to said electroresponsive means and also to efiect the energization of said electro-responsive element.

4'. The combination with a brake pipe on a train, of a normally energizedelectro-responsive device operative upon deenergization to eifect a sudden reduction in brake pipe pressure, electro-responsive means on a car in ,thetrain operative upon deenergization to effect a service reductionin brake pipe pressure and to effect the opening of the energizing circuit to said electro-responsive device, switch means having a normal position for closing the energizing circuit to said electroresponsive means and operative to another position for opening said energizing circuit and for effecting the closure of the energizing circuit to said electric-responsive device,valve meanson the loco motive operative to effect a service reduction in brake pipe pressure, and means controlled by traffic conditions and operative when traffic conditions become unfavorable to efiect the Opera,-

tion of said valve means and said switch means to the second mentioned position.

5. The combination with a brake pipe on a train, of a normally energized electro-responsive device operative upon deenergization to effect a sudden reduction in brake pipe pressure, electroresponsive means on a car in the train operative upon deenergization to effect a service reduction in brake pipe pressure and to effect the opening of the energized circuit to said electro-responsive device, a normally deenergized electro-responsive element operative upon energization to close the energizing circuit to said electro-responsive device, switch means having a normal position for closing the energizing circuit to said electro-responsive means and operative to another position for closing the energizing circuit to said electroresponsive element, valve means on the locomotive operative to effect aservicereduction in brake pipe pressure, and means controlled by traflic conditions and operative when traffic conditions become unfavorable to effect the operation of said valve means and said switch means to the second mentioned position.

6. The combination with a brake pipe on a train, of two train wires extending through the train, a source of electric current of one characteristic, a second source of electric current of another characteristic, a normally energized electro-responsive device operative upon deenergization to effect a sudden reduction in brake pipe pressure, electro-responsive means on a car in the train connected across said train wires and responsive only to current from the first mentioned source of electric current for effecting closure of the energizing circuit to said electro-responsive device and operative upon deenergization to effect a service reduction in brake pipe pressure and to efiect the opening of the energizing circuit to said electro-responsive device, an electro-responsive element on said car connected across said train wires and responsive only to current from the second mentioned source of electric current.

for eflecting closure of the energizing circuit to said electro-responsive device, switch means having a. normal position for supplying current from the first mentioned source to said train wires and operative to another position for supplying current from the second mentioned source to said train wires, valve means on the locomotive oper ative to effect a service reduction in brake pipe pressure, and means controlled by trafiic conditions and operative when traflic conditions become unfavorable to efiect the operation of said valve means and said switch means to the second mentioned position. v

CLYDE C. FARMER. v RAYMOND E. MILLER. 

